Flight unit control system, flight control device including such a system, and use of such a system

• US 8,820,172 B2
• Filed: 05/05/2011
• Issued: 09/02/2014
• Est. Priority Date: 05/06/2010
• Status: Active Grant

• Current Assignee: SKF Aerospace France S.A.S
• Original Assignee: SKF Aerospace France S.A.S
• Inventors: Bouillot, Franck, Milord, Cdric
• Primary Examiner(s): Caputo, Lisa
• Assistant Examiner(s): DAVIS HOLLINGTON, OCTAVIA L
• Application Number:
  US13/101,369
• Publication Number:
  US 20110272521A1
• Time in Patent Office: 1,216 Days
• Field of Search: 737/61
• US Class Current: 73/761
• CPC Class Codes: B64C 13/341 having duplication or stand-by provisions
• CPC Class Codes: B64C 9/02 Mounting or supporting thereof
• CPC Class Codes: Y10T 29/4973 Replacing of defective part

Abstract

A flight unit control system having at least one instrumented fastening bolt connecting an aircraft carrier structure and a load path, the instrumented bolt having at least one measurement area for detecting that the load path is under load and including a fastener for locking the instrumented bolt in a position relative to the aircraft carrier structure and load path and wherein the measurement area has two cavities and at least one strain gauge and wherein the fastener includes a plate which is positioned at a threaded end of the instrumented bolt which bears against one of the aircraft carrier structure and the load path and which extends perpendicularly to an axis of the bolt and a nut which is placed at the threaded end of the instrumented bolt to immobilize the instrumented bolt relative to the aircraft structure or the load path.

Claims

1. A flight unit control system, comprising at least one instrumented fastening bolt connecting an aircraft carrier structure and a load path, the at least one instrumented bolt having at least one measurement area for detecting that the load path is under load, the system comprising fastening means for locking the at least one instrumented bolt in position relative to the aircraft carrier structure and to the load path without stressing the at least one instrumented bolt in the at least one measurement area, neither in tension nor in torsion, wherein the at least one measurement area of the at least one instrumented bolt includes:

two cavities which are opposite each other in relation to an axis and separated from each other along a transverse axis by a thin wall that is deformed under a shear stress applied to the at least one instrumented bolt, and

at least one strain gauge which is placed in a bottom of one of the cavities against the thin wall, the at least one strain gauge detecting a deformation of the thin wall,

and in that the fastening means includes;

a fastening plate which is positioned at a threaded end of the at least one instrumented bolt, bearing against one of the aircraft carrier structure and the load path, and which extends perpendicularly to the axis of the at least one instrumented bolt, and

a nut which is placed on the threaded end of the at least one instrumented bolt and immobilizes the at least one instrumented bolt relative to the one of the aircraft carrier structure and the load path against which the fastening plate bears.

2. The flight unit control system according to claim 1, wherein the at least one measurement area includes two strain gauges each placed on one side of the thin wall that forms a plane orthogonal to a shear plane for the at least one instrumented bolt.

3. The flight unit control system according to claim 1, including two measurement areas located in shear planes for the at least one instrumented bolt, which areas follow one after the other along the at least one instrumented bolt and are located at two plane interfaces respectively between the aircraft carrier structure and the load path.

4. The flight unit control system according to claim 1, wherein the at least one instrumented bolt has at least one flat which is placed between the threaded end and the at least one measurement area close to the threaded end, the portion of the bolt having the at least one flat being housed in a complementary orifice of the fastening plate so that the instrumented bolt is locked and unable to rotate relative to the fastening means, and wherein tensile forces exerted on the at least one instrumented bolt by tightening the nut are localized substantially between a shoulder of the at least one instrumented bolt and the nut, away from the at least one measurement area.

5. The flight unit control system according to claim 1, wherein the at least one instrumented bolt has a transverse shoulder which is placed between the threaded end and the at least one measurement area closest to the threaded end, the shoulder bearing against the fastening plate so that the at least one instrumented bolt is locked, preventing it from moving translationally with respect to the fastening means, and in that tensile stresses on the at least one instrumented bolt generated by tightening the nut are localized substantially between the shoulder and the nut, away from the at least one measurement area.

6. The flight unit control system according to claim 1, including a second instrumented bolt that extends along an axis parallel to the axis of a first instrumented bolt and connects the aircraft carrier structure and the load path.

7. The flight unit control system according to claim 1, including:

a non-instrumented bolt that extends along an axis parallel to the axis of the at least one instrumented bolt and connects the aircraft carrier structure and the load path ; and

a nut which is placed at a threaded end of the non-instrumented bolt for clamping the fastening plate against the aircraft carrier structure or the load path against which the fastening plate bears and which withstands essentially all of clamping stresses of the plate.

8. The flight unit control system according to claim 7, wherein the nut of the at least one instrumented bolt and the nut of the non-instrumented bolt have different screw pitches, but are locked under the action of a substantially identical tightening torque.

9. The flight unit control system according to claim 1, including a casing in which an electronic card is placed in a substantially sealed manner, the card being connected to the at least one strain gauge, and away from which most of the at least one instrumented bolt extends.

10. The flight unit control system according to claim 9, wherein an interior of the at least one instrumented bolt includes a plurality of through-orifices in which connection wires are placed that connect the at least one strain gauge and the electronic card located in the casing, with:

a longitudinal orifice that extends parallel to the first axis, where appropriate connecting a plurality of measurement areas together; and

in each of the plurality of measurement areas, a through-orifice connects a plurality of strain gauges located in corresponding cavities at the longitudinal orifice.

11. The flight unit control system according to claim 9, wherein the casing has a projecting rotary knob, the knob being manipulated by an operator so as to test an operation of the system.

12. The flight unit control system according to claim 11, wherein the casing has display means including an indicating plate, for displaying results of the test carried out by operation of the knob.

13. The flight unit control system according to claim 9, including a spring washer which is positioned in the casing, between the head of the at least one instrumented bolt and the casing, and which damps vibrations in the casing and keeps the at least one instrumented bolt axially in place.

14. Use of a flight unit control system according to claim 13 for replacing a pre-existing system which equips a secondary load path based on an attachment of a flight control actuator, to replace a pre-existing fastening bolt connecting an aircraft carrier structure and the secondary load path with the at least one instrumented fastening bolt, without modifying an attachment of the flight control actuator.

15. The flight control device, for an actuator of the THSA type, comprising:

a primary load path capable of accommodating a load exerted in normal operation on an attachment of a flight control actuator; and

a secondary load path capable of accommodating the load in the event of a primary path failing,

and wherein the secondary load path includes a flight unit control system according to claim 1.

16. Use of a flight unit control system according to claim 1 for replacing a pre-existing system which equips a secondary load path based on an attachment of a flight control actuator, to replace a pre-existing fastening bolt connecting an aircraft carrier structure and the secondary load path with the at least one instrumented fastening bolt, without modifying an attachment of the flight control actuator.